Questions and Answers in the 2nd Round of the 2026 Data-Eng Hackathon (updated 03.04.2026.)
Issued: 03.04.2026. II.
The measurements prepared for the additional task can be downloaded here, and the explanation is available here.
Issued: 03.04.2026. I.
Q13. Within the existing measurement system, is there any logged or derivable signal available for any of the motorcycles regarding steering angle, yaw rate, and/or track curvature / turning radius?
If yes, can it be shared? If not, please confirm that it is not available.
A13.
The steering angle is not measured in any way. (The idea itself is not bad; there are supersport production motorcycles where steering angle is measured.)
Yaw rate data can be provided upon request; however, please consider the following: the yaw rate sensor is mounted in the horizontal plane of the vehicle. During cornering, the plane of the sensor tilts together with the motorcycle, which affects the measured value.
The turning radius can be recorded using external equipment, but such instrumentation was not used during the measurements.
Q14. What was the mass of the motorcycle (and possibly the rider) during the measurements?
A14. Total mass of the motorcycles including load:
Moto Guzzi V9 – 199 kg + 80 kg → 279 kg
Triumph Trident 660 – 189 kg + 80 kg → 269 kg
Triumph Tiger Sport 660 – 206 kg + 80 kg → 286 kg
Triumph Speed Twin 900 – 216 kg + 80 kg → 296 kg
Q15. Is there information available regarding the conditions under which the reference speed was measured? For example, was it based on a GPS signal?
A15. The reference speed was not measured using any external device. It is calculated by the motorcycle’s brake control unit using a refined algorithm and filtering based on the two wheel speed signals.
Issued: 24.03.2026.
Q6. We could not find the engine torque and brake pressure signals among the data. Please provide them or indicate where they can be found.
A6. Originally, we planned to provide engine torque and brake pressure values alongside the other data. However, during the preparation of the specification and the execution of the measurements, we decided to remove these from the measured dataset. The reason for this is twofold:
- The brake pressure value is not available in all systems, as some brake controllers do not have a factory-integrated pressure sensor, therefore this input could not be used consistently across all motorcycles.
- Engine torque is generally available in all engines, but there are cases where the engine control unit does not transmit it due to some fault.
Thus, the detection of dynamic situations has become part of the task based on wheel speed values. However, references to torque and pressure signals have inadvertently remained in a few places in the documentation.
Q7. Additionally, we would like to request data regarding the wheelbase.
See A3.
Q8. We would also like to inquire about the technique used to measure wheel speed. Is it a derived quantity or a direct measurement?
A8: Wheel speed is a derived, corrected quantity. Its input is the wheel speed sensor, which generates pulses:
- In the case of the Guzzi: 96 pulses per full wheel revolution on both wheels.
- In the case of the Trident: 100 pulses per full wheel revolution on both wheels.
Q9. We observe that the rear wheel appears to be faster than the front wheel. Is this physically realistic? We assumed that based on turning radii, the front wheel should be faster.
A9. Good question: If the motorcycle did not lean in corners and the tires had a square profile like those of a car, this would indeed be the case. However, with curved tire profiles, the rolling radius changes, and it does so differently for the front and rear wheels.
At low speeds, the model described above may be valid, but as speed increases, the turning radius grows, and the lean angle becomes larger, the effect of the tire profile becomes dominant and the simple geometric consideration becomes negligible.
Additionally, the rear wheel experiences slip during acceleration, and also during straight-line motion above approximately 50 kph due to drivetrain effects. This slip increases roughly with the square of speed.
Q10. Regarding wheel diameter, can the standard size (e.g., 100/90/R18) be used, or are more precise data available?
See A3 and A3 Supplement.
Q11. What is the deadline for submitting the assignment (home project)?
A11. Submission deadline: 8 April 2026.
Q12. Until when and to whom should the certificates be submitted?
A12. Submission deadline: 9 April 2026.
Issued: 20.03.2026.
Letölthető: Triumph Trident 180/55/R17 + 120/70/R17 gumiprofil adatok (xlsx)
A3. Supplement: Circumference data used by the software
Moto Guzzi – Michelin Road Classic
FRONT: 1,924 mm
REAR: 1,939 mm
Triumph Trident – Michelin Road 5
FRONT: 1,812 mm
REAR: 1,903 mm
Issued: 19.03.2026.
Q1. Front Tire Tread Profile (Coordinate Table)
The (x, y) coordinate table describing the profile of the front tire, in the same format as the data provided for the rear tire (x values from 0 to ~75 mm).
A1. Previously shared with the participants in the xlsx file.
Q2. Static Mechanical Wheelbase (L). The distance between the centers of the front and rear wheel axles in a static, upright position (mm).
A2. Based on publicly available data:
Moto Guzzi V7 wheelbase (factory data from the Internet): "Wheelbase: 1450 mm"
Triumph Trident wheelbase (factory data from the Internet): "Wheelbase: 1402 mm"
Q3. Front Wheel Nominal Rolling Radius (R_f) (Rolling Radius) The nominal rolling radius used by the vehicle’s ECU/ABS system for speed calculation (mm).
A3. Our system typically does not use the wheel radius, but rather a corrected rolling circumference.
We can obtain this, but it takes some time to retrieve from the databases.
Directly measured values on the motorcycles:
ATTENTION! These are not precision measurements! A deviation of a few mm is possible.
· Moto Guzzi – Michelin Road Classic:
100/90/18 - FRONT - R = 306 mm
150/70/17 - REAR - R = 308 mm
· Triumph Trident – Michelin Road 5:
120/70/17 - FRONT - R = 292 mm
180/55/17 - REAR - R = 300 mm
Q4. Rake. The angle of the steering axis measured from the vertical (degrees or grads).
A4. Based on publicly available data:
Moto Guzzi: according to Google, the rake is 27.5°
Triumph Trident: according to Google, the rake is 24.6°
Q5. Static Center of Gravity Height (h_cg) The vertical distance of the combined center of gravity of the motorcycle and an average-weight rider from the ground, in an upright position (mm).
A5. The manufacturer does not provide this information, and we do not measure it.